First drive: 2013 Mazda CX-5

2013 Mazda CX-5.

PHOTO: Mazda, handout

2013 Mazda CX-5.

PHOTO: Mazda, handout

New technologies power sport-ute

By Clare Dear, Postmedia News

Originally published: November 24, 2011

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Hollywood, Calif. • If you want to see the future of Mazda, look no further than the newest member of its lineup — the CX-5. The introduction of this compact SUV is more than the launch of a new product, it’s a shift in Mazda’s direction, the first chapter in its repositioning.

While most of the automotive world is focusing on hybrids and all-electrics to meet fuel efficiency targets, Mazda has decided to rethink the internal-combustion (IC) engine, which still happens to be a key part of any hybrid powertrain. It’s also what most consumers prefer under the hood, a fact that isn’t likely to change for many years to come.

Mazda has started from scratch with the IC engine, seeking to make it cleaner and more fuel efficient without compromising performance. The result is its SkyActiv technology, a breakthrough in engine design that’s complemented by similar innovations in transmission, body and chassis design. This package of new technologies will be the foundation for all future Mazda products.

The CX-5 is the first model to incorporate the full suite of SkyActiv technologies, although the recently revamped 2012 Mazda3 is available with the new engine and transmissions. The CX-5 is built on a completely new platform that’s more rigid than anything Mazda has ever built, yet it’s also lighter and stronger.

This lighter but more rigid body/chassis structure also forms a solid foundation for an innovative new suspension system. Engineers wanted to tune the chassis so it would retain the fun-to-drive character that distinguishes Mazda products yet ensure the CX-5 was stable at high speeds and the ride remained comfortable.

After a day of driving CX-5 prototypes in the hilly terrain north of here, I can confirm those engineering goals have been achieved. On twisty roads, it was easy to forget that this is an SUV — it felt more like a sports car as it carved through the turns. Body roll was never an issue, despite the fact that this is an upright sport-ute, not a low-slung roadster. The ride was ideal — firm but not jolting, even when I attacked some speed bumps with vigour. At (above-legal) speed on the Interstate, the vehicle remained stable, even when it was necessary to make some hurried lane changes and an evasive braking manoeuvre or two. The electric power steering, too, has been tuned to enhance the driving experience, with a quick steering ratio (15.5:1) that nearly matches the sporty MX-5’s 15:1 ratio. Other compact SUVs typically have ratios at least a couple of points slower.

New front suspension geometry, with a dramatically increased front caster angle and a significantly higher mounting point for the rear trailing arm pivot give the CX-5 that European feel so evident in the test drive.

Though these were pre-production models, the high quality of trim, materials and finish was apparent, regardless of the trim level.

Speaking of which, three will be offered in Canada — the base GX, the mid-range GS (expected to account for 45% of sales) and the GT, with soft leather surfaces and other amenities. In all trim levels, soft-touch materials cover the instrument panel and, thankfully, the armrests. A piano black panel spans the face of the dash, while brushed chrome bars add accents. Overall, it’s a tasteful decor.

On the road, there was minimal road or wind noise intruding into the spacious cabin and the nicely appointed seats were comfy and supportive. The rear seating area is especially noteworthy. Occupants will appreciate the comfortable bench seat and abundance of room for legs and feet as well as doors that swing open nearly 90 degrees for easy entry and exit. There’s also plenty of space for cargo on a nearly flat floor behind the seat. However, the really neat feature is the 40/20/40-split feature of the seatback. The centre section folds down, providing space for long items such as skis or snowboards. But it has an even more practical function — the fold-down centre section also serves as an ideal barrier between siblings. Now they each have their own space — no more “he’s/she’s touching me” issues — and the flat panel is ideal for the kids to play with toys during a long family outing.

The heart of the SkyActiv package, though, is the powertrain. The 2.0-litre high-compression four-cylinder with 155 horsepower and 150 pound-feet of torque on tap responds in a very smooth, linear manner to throttle input. Nudge the accelerator and the response is immediate. Push harder and the engine still reacts immediately. Yet this all-new engine, which is 10% lighter and features 30% less internal friction than the current-generation 2.0L engine, delivers 15% better fuel efficiency and 15% more torque, with much of that added grunt kicking in between 2,500 and 3,000 rpm before peaking at 4,000 rpm. It’s also cleaner, says Mazda, with 15% fewer carbon monoxide emissions.

Two new lightweight transmissions complete the package — a smooth-shifting, short-throw six-speed manual and a six-speed automatic that not only enhances fuel efficiency by 4.7% but also shifts so quickly and crisply it feels like a manual gearbox. I tried out both transmissions during the drive and can say they definitely live up to their billing.

Mazda says the CX-5 is the most significant product it has launched since the Mazda3 in 2004. It will be in showrooms early next year, at which time pricing will be announced.